Internal-combustion engine and valve mechanism therefor



'A. E. OSBORN. INTERNAL COMBUSTION ENGINE AND VALVEMECHANISM THEREFOR.

- APPLICATION FILED SEPT. 22. 1916. 1,354,334. PatentedSept. 28, 1920.

3 SHEETS-SHEET 1 A. E OSBORN. INTERNAL COMBUSTION ENGINE AND VALV-E MECHANISM THEREFOR.

AFPLICATION FILED SEPT. 22, 1916- Patented Sept. 28, 1920.

3 SHEETS-SHEET 2.

I E. 3 8 w 3 1! X M E K m mm 3 j j 5 mm 3% w 9w 5% y A. E. OSBORN.

INTENNAL COMBUSTION ENGINE AND VALVE MECHANISM THEREFOR.

APPLICATION FILED SEPT. 22 916- 1,354,334, 7 v PatentedSept. 28, 1920.

3 SHEETS-SHEET 3- UNITED STATES PATENT OFFICE.

ALDEN E. OSBORN, OF NEW YORK, N. Y.

Specification of Letters Patent.

Application filed September 22, 1916. Serial No. 121,531.

7 '0 all whom it may concern.

Be it known that I, ALDEN E. OSBORN, a citizen of the United States, and a resident of the city of New York, county and State of New ork, have invented certain new and useful Improvements in Internal-Combustion Engines and Valve Mechanisms Therefor', of which the following is a specification, reference being had to the accompanying drawings, forming a part thereof.

y invention relates to internal combustion engines and has special reference to engines of the general character shown and described in my Patent No. 1,212,391, issued Jan. 16, tains to engines which are particularly adapted for aviation service, although my invention is, by no means, limited to any particular field of usefulness.

One object of my invention is to provide an engine of the aforesaid character with means independent of the main valve mechanism for automatically admitting air to the combustion chamber when .the pressure therein falls to a predetermined value below atmospheric pressure; as, for example, at

the beginning of the suction stroke before the admission port is open.

A further object is to provide means for positively opening a port to relieve the compression and permit the engine to run I freely; as, for example, in coasting.

Still another object is to provide an auxiliary valve for automatically admitting air to the combustion chamber as above indicated, and means within the control of'the operator for positively locking the valve closed; as, for example, during the starting of the engine.

, Another object of my invention is to provide means dependent upon the throttle valve or controller for positively opening suitable ports in some of the cylinders of a.

multi-cylinder engine in order to reduce the force necessary to start the engine by substantially eliminating the compression in some of the cylinders.

It will be readily understood by those skilled in this art that the above-named objective results are such as to give the engine particularly desirable operating characters for aviation service. For example, it is par- .ticularly desirable to be able to eliminate the compression which would otherwise materially retard the speed and reduce the .1917. It furthermore per-.

distance of travel of an aeroplane in coasting, by allowing the engine to run idle freely. It is also very desirable to make an engine easy to start. 1

Other objects and advantages ofmy invention will be set forth hereinafter, and in order that my invention may be thoroughly understood, I will now proceed to describe the same in the following specification and then point out the novel features thereof in appended claims.

eferring to the drawings:

Figure l is a sectional elevation of an engine embodying my invention.

Fig. 2 is a sectional elevation through the auxiliary valve taken at right angles to Fig. 1.

taken respectively on the lines '33, 4-4.- and 5-5 of Fig. 2.

Fig. 6 is an outline elevation of a multicylinder engine of which Fig. 1 may be considered one section, illustrating at one side detached face views of the two cams 75 and 76.

Figs. 7, S and 9 are diagrammatic elevations showing different positions of the throttle and auxiliary valves.

Special reference may first be had to Figs. 1 to 6 inclusive, and the structure here shown comprises a cylinder 10, in which operates a piston 11, a valve cylinder 12, a piston valve 13 therein, a main crank shaft 14 and a valve crank shaft 15, operatively connected to the main crank shaft by any suitable means, such as gears 16.

A crank 17 is connected to the engine piston 11 by a connecting rod 18, and a valve crank 19 is connected to thepiston valve 13 by a connecting rod 20. 1.21 designates the crank casing, 22 the exhaust port, 23 the admission port, 24 one branch of the admission pipe, 25 a throttle valve therein and. 26 an auxiliary valve which, ashereinafter explained, is automatic in its action, except that it may be positively governed in response to adjustmentsof thethrottle valve.

Patented Sept. 28, 1920.

ter, the auxiliary valve 26 cooperates particularly well with an engine having the arrangement of ports illustrated in the drawings, it is not restricted for use with any particular valve arrangement and is broadly new as far as I am aware.

The throttle valve 25 has secured to its stem, a cam 30 having a cam groove 31 which cooperates with a'roller or projection 32 of a bell crank 'lever 33. This lever is pivotally mounted on a stationary pivot 34: and is ope 'atively connected by a link 35 to a lever arm 36, which forms a part of the auxiliary valve 26.

As clearly shown in Figs 1 to 5 inclusive, the auxiliary valve 26 comprises a valve casing 37, a valve 38 having a valve stem 39, and a cam 40.

The casing 37 has a tubular body which is screw-threaded at 41 to engage a tapped hole 42 in the cylinder wall. I prefer to locate this hole opposite the end of the piston valve 13 asshown in Fig. 1. although it may be placed in any suitable position. The body of the casing is formed to provide an inner tubular sleeve 43 which constitutes a guide for the valve stem 39 and is supported by a flange 4i connected to the tubular body by webs 45. The arrangement of parts is such that a plurality of radial openings 46 are provided between the webs 45 through which air may be freely drawn into or forced from the piston chamber when the valve 38 is open.

Secured to the flange 14, is a cap 47 having a transverse opening to receive the cam 40 and provide a pair of bearings 48 and 49 therefor. The cam 40 has the form of a sleeve with end enlargements 50 which constitute hubs and are mounted in the bearings 48 and 49, the cam lug. which is designated 40 being centrally located between the hubs 50.

Ashortshaft or pin 51 extends through the cam sleeve 4 and is secured to it. the lever arm 36 being attached to, or integral with the shaft 51. as clearly shown in Figs. 2 and 3.

A yoke or cage 52 partially surrounds the cam sleeve 40 but has an opening 53 to receive a. spring washer 5% which is mounted on the "alve stem 39 near its upper end.

The valve stem is provided with a slot 55 through which a T-shaped key 56 extends. The arms of the key form a support for the spring washer 5.4 and a helical spring 57 which surrounds the upper end of the inner sleeve 43 of the casing and tends to hold the valve closed.

The cam lug or projection 40" is so proportioned as to engage the yoke 52 and hold the valve 38 positively closed when it occupies the position shown in Figs. 1. 2 and 8. and to engage the washer 54 and positively hold the alve open in oppositiontothe spring Fig. 7.

If it occupies an intermediate position as shown in Fig. 9, the valve is held closed by the spring 57 but is free to open automatically in response to the suction of the cylinder.

The operation of the engine with reference to the automatic valve will be clearly understood from the diagrams of Figs. 7, 8 and 9. Assuming that the throttle valve 25 is closed, as shown in Fig. 7, so that no fuel is admitted to the cylinder, the cam 30 occupies one of its extreme positions, the roller 32 of the bell crank lever 33 being in engagement with the upper end of the cam groove 31.

The formation of this groove is such that the bell crank lever is swung to its extreme position in a clockwise direction and. by reason of the connecting link the lever 36 occupies a corresponding position. In this position of the lever 36. the cam it) occupies its extreme downward position and forcibly presses against the washer 5%, thereby holding the valve 38 open in op )osition to the action of the spring 57. nder these conditions. it will therefore be apparent that the engine may be turned over with great facility since there is substantially no compression, and assuming the engine to be permanently coupled to the propeller shaft, as in an aeroplane. the plane is free to coast without being retarded by the engine compression.

Assuming that it is desired to start the motor. the throttle being open to some ex tent. as shown in Fig. 8. the cam 30 turns to an intermediate position in which the bell crank lever 33 occupies its opposite extreme position due to the formation of the cam groove 31. In this position. the lever arm 36 is swung in a.counter-cloclnvise..direction and the cam lug 40 is forced against the yoke at the top. thereby locking the valve 38 in its closed position. Thus. it is impossible for the valve to act automatically and the fuel mixture is not weakened by the admission of air during the starting of the engine.

\Vhen the throttle occupies its full running position. as shown in Fig. 9. the cam 30 is in its extreme position in a clockwise direction and. byreason of the formation of the groove 31. has returned'the bell crank lever 33 to an intermediate position. In this position. the cam lug l0 occupies a neutral position and permits the valve 38 to automatically open during the suction stroke. and to avoid producingan excessively high vacuum in the cylinder prior to the opening of the admission port.

The operation of the engine itself will be readily understood. and will only be briefly discussed. The valve crank shaft- 15 is opcrated at one-half the speed .of the main crank shaft 14, the piston valve 13, alone, being relied upon to open and close the exhaust port 22, while the. piston valve controls the admission port in conjunction with the main piston.

In .the case of a multi-cylinder engine, as for example, the six cylinder engine shown in Fig. 6, it is particularly desirable to reduce the aggregate reaction due to the compression in the cylinders and I propose to connect three of the throttle valves in. advance of the other three. so that the auxiliary valves associated with the three other cylinders, may be held positively open to entirely relieve the compression in these cylinders.

while the first three may be held closed to effect the starting and low speed running of the engine.

In Fig. 6. three of the cam shafts fil'are interconnected or formed integrally with a shaft 64) to which a single arm (31, corresponding to the arm 36, is secured. The other three cam shafts are connected to a shaft 62 having a lever 63. The throttle valves in three of the branches of the admis-- sion pipe, are interconnected by a shaft 64 and a single cam 66 corresponding to cam 30 is'eonnected to the shaft 64 and actuates the lever 61 through a link 65.

The other three throttle valves are inter-- connected by a shaft 67, a link 68 serving to connect the lever arm 63 to the bell crank lever 69 which corresponds to the lever 33 and is actuated by a cam 70.

The two sets of throttle valves may be governed by independent controllers or they both may be connected to a single control shaft 72 by links 73 and 74. For example, two cams 75 and 7 6 may be mounted on the shaft 72, said cams having cam grooves 75 and 76 engaging pins 77 and 78 on the lower ends of the rods 74 and 73, the cam groove in cam 76 being designed to operate the throttle controlling shaft 67 during the first part of the movement of shaft 72 in the direction of the arrow and the groove in cam 75 being designed to pull down on the rod 74 for operating the second throttle shaft 64 only after the first cam has fully completed the opening of the first set of throttles. The first cam 7 6 is designed with a dwell, such as indicated at 79 at the end of its movement for holding the first set of throttles open while the second set is being opened by the cam75.

My invention may be embodied in structures of various kinds within the spirit and scope of my invention, and I intend that only such limitations be imposed as are indicated in appended claims.

\Vhat I claim is:

1. In an internal combustion engine, the

combination with a cylinder having valve controlled inlet and exhaust ports, a piston therein and a throttle valve,

of an auxiliary valve controlling an independent opening into the cylinder and means dependent upon the throttle valve. under predetermined conditions, for positively controlling the opening of said auxiliary valve.

2. In an internal combustion engine, the combination with a cylinder having valve controlled inlet'and exhaust ports, a piston therein, and a throttle valve, of an auxiliary valve arranged to control an independent opening into the cylinder adapted to be antomatically opened by the. suction of the piston, and means connected with the throttle valve for positively holding the auxiliary valve. in its closed position as desired.'

3. In an internal combustion engine, the combination with a' cylinder having valve controlled inlet and exhaust ports. a piston therein, and a throttle valve, of an auxiliary valve arranged to controlan independent opening into the cylinder adapted to be antomatically opened by the suction of the piston, and means for positively locking the auxiliaryvalve in either its closed or its open position.

4.. In an internal combustion engine. the combination with a cylinder having valve .controlled inlet and exhaust ports, a piston therein, and a throttle valve, of an auxiliary valve arranged to control an independent opening into the cylinder adapted to be antomatically opened by the. suction of the piston, and means dependent upon the throttle valve for positively holding the auxiliary 100 valve. in its closed position as desired.

In an internal combustion engine, the combination with a cylinder having valve controlled inlet and exhaust ports, a piston therein, and a throttle valve. ofan auxiliary 105 valve arranged-to control an independent opening into the cylinder adapted to be automatically opened by'the suction of the piston, and means dependent upon the throttle valve for positively locking the auxiliary 110 valve in either its closed or its open position.

6. In an internal combustion engine, the

combination with a cylinder, a piston operatingtherein, a combustion chamber, a

valve operatively connected to the engine 1 5 piston for controlling the operation of the engine, an admission pipe. and a throttle valve therein. of an auxiliary valve arranged to control an independentopening into the combustion chamber, means trnding to hold the. valve'closed and suitable gearing dependent upon the position of the throttle valve for positively holding the auxiliary valve open.

In an internal combustion engine, the combination with a cylinder, a piston operating therein, a combustion chamber, a valve operatively connected to the engine piston for controlling the operation of the engine, an admission, pipe, and a throttle lit) valve therein, of an auxiliary valve. arranged to control an independent opening into the-combustion chamber. means tending to hold the 'alve closed and gaming adapted to lock the auxiliary valve open when the throttle valve is closed.

8. In aninternal combustion engine, the combination with a cylinder. a piston operating therein. a cmnlmstion chamber. a valve operatively connected to the engine piston for controlling the operation of the engine, an admission pipe. and a throttle valve therein. of an auxiliary valve arranged to control an independent opening into the combustion. chamber. means tending to hold the valve closed and gearing adapted to lock the auxiliary valve'closed when the throttle valve is open to a slight extent.

9. In an internal combustion engine. the combination with a cylinder. :1 piston operating therein. a combustion chamber. a valve operatively connected to the engine piston for controlling the operation of the engine, an admission pipe. and a throttle valve therein, of an auxiliary valve arranged to control an independent opening into the combustion chamber. means tending to hold the valve closed and gearing interposed between the throttle valve and auxiliary valve for positively locking the auxiliary valve either open or closed when the throttle valve is either closed or partially open.

1". In an internal combustion engine. the combination with a cylinder. a piston operating therein; a combustion chamber. a valve operatively connected to the engine piston for controlling the operation of the engine. an admission pipe. and a throttle valve therein. of an auxiliary valve arranged to control .an independent opening into the combustion chamber. means tending to hold the valve closed and gearing interposed between the throttle valve and auxiliary valve for positively locking the auxiliary valve either open or closed when the throttle valve is either closed or partially open. said gearing being adapted to permit the independent action of the auxiliary H valve when the throttle valve is open.

11. In an internal combustion engine, the combination with a plurality of engine cylinders having valve controlled inlet and exhaust ports and pistons operating therein, of auxiliary valves providing openings from the atmosphere into the several cylinders, a plurality of admission pipes. throttle valves therein. means for interconnecting throttle valves in a plurality of groups. 'and means for setting certain of the throttle valves in advance of the others.

1;. In an internal combustion engine. the ombination with a plurality of'engine cylinders having valve controlled inlet and exthe haust ports and pistons ope 'ating therein, of auxiliary valves providing openings from the atmosphere into the several cylinders, a plurality of admission pipes, throttle valves therein. means for interconnecting the throttle valves in a plurality of groups. said auxiliary valves being interconnected in corresponding groups and responsive to the throttle valves.

13. An internal combustion engine comprising a cylinder havingvalve controlled inlet and exhaust ports. a piston. an auxiliary air valve. arranged to control an independent opening into the cylinder and comprising a valve casing. a cap secured thereto. a cam mounted in the cap, a valve supported in the casing. and a spring tending to hold the valve closed, said cam being adapted to positively lock the valve in either its closed or its open position. 4

1-1. An auxiliary valve for internal combustion engines comprising a casing having a tubular guide. and a plurality of open ports. a valve adapted to close the casing at one end and having a stem extending through the tubular 'guide. a cap secured to the casing and having a transverse opening providing spaced bearings, a cam rotatably mounted in aid bearings. ayoke surrounding the cam. a head or enlargement secured to the valve stem within the yoke, a spring tending to hold the valve closed. said cam being adapted to act either upon the yoke or upon the head or enlargement to hold the valve closed or open independently of the spring.

15. An internal combustion engine comprising a cylinder having valve controlled inlet andexhaust ports, a combustion chamber, a piston. an independent passage opening into the combustion chamber. an automatically opened auxiliary valve actuated by suction for controlling said passage. and means for positively holding the auxiliary valve closed independently of the piston to thereby positively prevent admission of flow through said independent passage into the cylinder against the force of suction.

16. An internal combustion engine comprising a cylinder having valve controlled inlet and exhaust ports, a combustion chamber. a piston, an independent passage opening into the combustion chamber, an auxiliary valve for controlling said passage. and means for positively holding the auxiliary valve either open or closed. as desired to admit or to cut off at will flow through said passage into the cylinder.

17. An internal combustion engine comprising a cylinder having valve controlled inletand exhaust ports. a combustion chamber. a piston. an independent passage opening into the combustion chamber. an auxiliary valve in the passage and opening inwardly into the combustion chamber, yielding means for holding the valve closed, and means for positively holding the auxiliary valve closed.

18. An internal combustion engine comprising a cylinder having valve controlled inlet and exhaust ports, a combustion chamber, a piston, an independent passage opening into the combustion chamber, an auxiliary valve in the passage and opening inwardly into the combustion chamber, yielding means for holding the valve closed, and means for positively holding the auxiliary valve either open or closed, as desired.

19. An internal combustion engine comprising a cylinder having valve controlled inlet and exhaust ports, a combustion chamber, a piston, a passage opening into the combustion chamber independently of the control valve, an auxiliary valve for controlling said passage, means adapted to be automatically opened by the suction of the engine, and means for positively locking the auxiliary valve either open or closed as desired.

20. An internal combustion engine comprising a main admission valve, a supply pipe therefor, means for regulating the passage of gas through .said main admission alve, a. second admission valve opening-into the combustion chamber of the engine, and means dependent upon the said regulating means for holding the auxiliary valve open when the passage is closed by the regulating means and for closing the auxiliary valve when the regulating means permits a limited amount of gas through the main admission valve, said auxiliary valve being dependent upon the suction of the engine when the regulating means permits free passage of gas through the main admission port.

In witness whereof, I have hereunto set my hand, this 27 day of June, 1916.

ALDEN E. OSBORN. 

